CN101435505B - Shift control method of automatic transmission - Google Patents
Shift control method of automatic transmission Download PDFInfo
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- CN101435505B CN101435505B CN2007103068557A CN200710306855A CN101435505B CN 101435505 B CN101435505 B CN 101435505B CN 2007103068557 A CN2007103068557 A CN 2007103068557A CN 200710306855 A CN200710306855 A CN 200710306855A CN 101435505 B CN101435505 B CN 101435505B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/08—Timing control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H2059/385—Turbine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0444—Smoothing ratio shift during fast shifting over two gearsteps, e.g. jumping from fourth to second gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/14—Skipping gear shift
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
Abstract
A shift control method of an automatic transmission according to an exemplary embodiment of the present invention may control a shift from an N speed achieved by engagement of first and second frictional elements to an N-3 speed achieved by engagement of third and fourth frictional elements, wherein release of the second frictional element is completed after release of the first frictional element begins, and engagement of the fourth frictional element begins after engagement of the third frictional element begins, wherein the engagement of the third frictional element is completed after the release of the second frictional element is completed.
Description
Cross reference with related application
The application is required on November 15th, 2007 to Korea S Department of Intellectual Property preference and the rights and interests of the korean patent application submitted to 10-2007-0116626 number, is incorporated by reference in this text and examines.
Technical field
The present invention relates to a kind of gear-shifting control method of automatic transmission.More particularly, the present invention relates to a kind of gear-shifting control method of automatic transmission, the method control is from being engaged the N shelves realized to the gear shift that is engaged the N-3 shelves of realizing by the third and fourth friction element by the first and second friction elements.
Background technique
Put it briefly, according to the gear shift of clutch to clutch control, friction element is released and another friction element is engaged.Yet, in special jump gearshift procedure, can discharge two friction elements and engage two other friction element.
Specifically, three gears that jumped in 6 grades to 3 grades the situation of forcing (kick-down) jump gear shift, generally must discharge two friction elements and must engage two other friction element.It should be understood, however, that the gear shift control that discharges two friction elements and engage simultaneously two other friction element is to be difficult to realize.
Therefore, for twice gear shift in the situation of jump gear shift, carrying out continuously, for example from 6 grades to 3 grades gear shift, a lot of researchs have been carried out.For example, after finishing from 6 grades to 4 grades gear shift, carry out again from 4 grades to 3 grades gear shift, thereby execution is from 6 grades to 3 grades gear shift.
Yet according to this traditional jump gear-shifting control method from 6 grades to 3 grades, owing to carry out continuously twice gearshift procedure, shift time may be longer.That is to say that owing to carry out from 4 grades to 3 grades gear shift, shift time may be longer again after finishing from 6 grades to 4 grades gear shift.
In addition owing to after finishing from 6 grades to 4 grades gear shift, carry out again from 4 grades to 3 grades gear shift, gearshift procedure may not smooth-going execution and also shift feel degenerate.
In order to address this is that, after deliberation the multiple gear-shifting control method of automatic transmission, be overlapping from the first gear shift of 6 grades to 4 grades with from the second gear shift of 4 grades to 3 grades wherein.In this gear-shifting control method, when detecting from 6 grades to 3 grades shift signal, between 6 grades and 3 grades bay to 3 grade the second gear shift with from 6 grades to the first gear shift of bay be overlapping.
Yet, according to this gear-shifting control method, owing to carry out from 6 grades to 3 grades gear shift by middle bay, may produce middle gear shift moment of torsion and experience dual gear shift sense.In addition, may produce shifting shock.
More particularly, for the situation of carrying out gear shift according to traditional gear-shifting control method, as shown in Figure 6, turbine trip speed can remain on middle bay a period of time, and output torque can fluctuate tempestuously.
The above information that discloses in this part of background technique only is used for strengthening the understanding to background technique of the present invention, therefore, may comprise such information: this information does not consist of by the prior art known to national those of ordinary skills.
Summary of the invention
The present invention is devoted to provide a kind of gear-shifting control method of automatic transmission, and its advantage is, when the gear shift carried out from the N shelves to the N-3 shelves, the middle bay between N shelves and the N-3 shelves is not realized, thereby improved the gear shift sense.
In addition, the present invention is devoted to provide a kind of gear-shifting control method of automatic transmission, and its advantage further is, does not need other speed detector and controls simultaneously four friction elements.
The gear-shifting control method of a kind of automatic transmission of exemplary embodiment can be controlled from N shelves that engage to be realized by the first and second friction elements to the gear shift that is engaged the N-3 shelves of realizing by the third and fourth friction element according to the present invention, wherein the second friction element releases after the release that is formed in the first friction element begins, and after the joint that the joint of the 4th friction element starts from the 3rd friction element began, wherein the joint of the 3rd friction element was finished after the release of the second friction element is finished.
The release of the second friction element can be finished at the first gear shift synchronous point.
When current velocity ratio is identical with the first predetermined transmission ratio, can reach the first gear shift synchronous point.
The joint of the 4th friction element can begin at the first gear shift synchronous point.
The joint of the 3rd friction element can be finished at the second gear shift synchronous point.
When current velocity ratio is identical with the second predetermined transmission ratio, can reach the second gear shift synchronous point.
The joint of the 4th friction element can be finished at the 3rd gear shift synchronous point.
When current velocity ratio is identical with the 3rd predetermined transmission ratio, can reach the 3rd gear shift synchronous point.
Thereby can control the slope of the hydraulic pressure control turbine trip speed of the first friction element.
Description of drawings
Fig. 1 is the schematic diagram of Power Train that demonstrates the automatic transmission of the automatic gearbox gear shifting controlling method that can use the exemplary embodiment according to the present invention.
Fig. 2 is the operating chart of Power Train of automatic transmission that can use the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention.
Fig. 3 is the Block Diagram of system of the automatic gearbox gear shifting controlling method of executive basis exemplary embodiment of the present invention.
Fig. 4 is the flow chart that demonstrates the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention.
Fig. 5 demonstrates the according to embodiments of the present invention plotted curve of control hydraulic pressure, input speed and the output speed of the exemplary gear-shifting control method of automatic transmission.
Fig. 6 demonstrates turbine trip speed when carrying out gear shift according to traditional gear-shifting control method and the plotted curve of output torque.
Fig. 7 is turbine trip speed when demonstrating according to the present invention exemplary embodiment and carrying out gear shift and the plotted curve of output torque.
Embodiment
Exemplary of the present invention is described below with reference to the accompanying drawings particularly.
Fig. 1 is the schematic diagram of Power Train that demonstrates the automatic transmission of the automatic gearbox gear shifting controlling method that can use the exemplary embodiment according to the present invention.
As shown in fig. 1, the Power Train of automatic transmission that can use the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention comprises first, second, and third planetary gear set PG1, PG2 and PG3.
The first planetary gear set PG1 is single small gear planetary gear set, and comprises the first sun gear S1, the first row gear rack PC1 and the first ring gear R1 as its functional unit.Be connected to the first row gear rack PC1 with the first small gear P1 of the first ring gear R1 and the first sun gear S1 engagement.
The second planetary gear set PG2 is single small gear planetary gear set, and comprises the second sun gear S2, the second planetary carrier PC2 and the second ring gear R2 as its functional unit.Be connected to the second planetary carrier PC2 with the second small gear P2 of the second ring gear R2 and the second sun gear S2 engagement.
Third planet gear train PG3 is the double pinion planetary gear set, and comprises the 3rd sun gear S3, third planet gear carrier PC3 and the 3rd ring gear R3 as its functional unit.Be connected to third planet gear carrier PC3 with the third pinion P3 of the 3rd ring gear R3 and the 3rd sun gear S3 engagement.
In addition, the Power Train of automatic transmission also comprise for accept from the moment of torsion of motor (not shown) input shaft 100, be used for output gear 110 and the gearbox 120 of driven force power train output torque.
According to the Power Train of automatic transmission, the first row gear rack PC1 is fixedly attached to the second ring gear R2.
The second planetary carrier PC2 is fixedly attached to third planet gear carrier PC3.
The first ring gear R1 is fixedly attached to the 3rd ring gear R3.
The 3rd sun gear S3 comes all the time as input element by being fixedly attached to input shaft 100.
The first row gear rack PC1 comes all the time as output element by being fixedly attached to output gear 110.
Third planet gear carrier PC3 is connected to input shaft 100 changeably by first clutch C1.
The second sun gear S2 is connected to input shaft 100 changeably by second clutch C2.
The first sun gear S1 is connected to gearbox 120 changeably by the first break B1, and arranged by the brake operating of the first break B1.
The second sun gear S2 is connected to gearbox 120 changeably by second brake B2, and arranged by the brake operating of second brake B2.
Third planet gear carrier PC3 is connected to gearbox 120 changeably by the 3rd break B3, and arranged by the brake operating of the 3rd break B3.
In addition, place overrunning clutch F1 and the parallel placement of the 3rd break B3 between third planet gear carrier PC3 and the gearbox 120.
Fig. 2 is the operating chart of Power Train of automatic transmission that can use the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention.
As shown in Figure 2, the first break B1 and overrunning clutch F1 work in the first forward gears D1, and the first and second break B1 and B2 work in the second forward gears, and the first break B1 and second clutch C2 work in the 3rd forward gears D3.The first break B1 and first clutch C1 work in the 4th forward gears D4, and the first and second clutch C1 and C2 work in the 5th forward gears D5, and first clutch C1 and second brake B2 work in the 6th forward gears D6.
In addition, second clutch C2 and the 3rd break B3 work in reverse gear R.
Next will specifically describe the shift-up process of automatic transmission Power Train as shown in fig. 1.
From the first forward gears D1 to the gearshift procedure of the second forward gears D2, second brake B2 work.In this case, overrunning clutch F1 automatically discharges and does not need other control.
From the gearshift procedure of the second forward gears D2 to the three forward gears D3, second brake B2 discharges and second clutch C2 work.
From the gearshift procedure of the 3rd forward gears D3 to the four forward gears D4, second clutch C2 discharges and first clutch C1 work.
From the gearshift procedure of the 4th forward gears D4 to the five forward gears D5, the first break B1 discharges and second clutch C2 work.
From the gearshift procedure of the 5th forward gears D5 to the six forward gears D6, second clutch C2 discharges and second brake B2 work.
The downshift process is the inverse process of those processes of shift-up process.
Next will specifically describe automatic transmission Power Train jump downshift process as shown in fig. 1.
From the jump gearshift procedure of the 6th forward gears D6 to the four forward gears D4, second brake B2 discharges and the first break B1 work.
From the jump gearshift procedure of the 5th forward gears D5 to the three forward gears D3, first clutch C1 discharges and the first break B1 work.
The jump gearshift procedure from the 4th forward gears D4 to the second forward gears D2, first clutch C1 discharges and second brake B2 work.
The jump gearshift procedure from the 3rd forward gears D3 to the first forward gears D1, second clutch C2 discharges.Overrunning clutch F1 automatic operation.
Fig. 3 is the Block Diagram of system of the automatic gearbox gear shifting controlling method of executive basis exemplary embodiment of the present invention.
As shown in Figure 3, the system of the automatic gearbox gear shifting controlling method of executive basis exemplary embodiment of the present invention comprises throttle opening detector 200, vehicle speed detection device 210, turbine trip speed detector 220, hydraulic detector 240, transmission control unit 250 and hydraulic control unit 270.
Vehicle speed detection device 210 detects car speed, and relative signal is passed to transmission control unit 250.
Turbine trip speed detector 220 detects the current turbine trip speed as the automatic transmission input torque from the angle variation of crankshaft, and relative signal is passed to transmission control unit 250.
In addition, transmission control unit 250 calculates current velocity ratio based on car speed and turbine trip speed.
In addition, transmission control unit 250 comprises map list 260.
The throttle opening consistent with each gear car speed is stored in the map list 260.Therefore, transmission control unit 250 calculates the target gear consistent with throttle opening signal and vehicle velocity signal, and determines whether to satisfy shift condition.
In addition, all be stored in the map list 260 from the tripping power of element and the resultant pressure that closes element in each gear.
In addition, the velocity ratio of each gear also is stored in the map list 260.
Those of ordinary skills can set this throttle opening, tripping power and resultant pressure and the velocity ratio that is stored in the map list 260 according to vehicle and the engine model of the automatic gearbox gear shifting controlling method that can use the exemplary embodiment according to the present invention.
Next specifically describe the gear-shifting control method of the exemplary embodiment according to the present invention with reference to Fig. 4.
Fig. 4 is the flow chart that demonstrates the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention.
In the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention, the N shelves can be realized by the joint of the first and second friction elements, and the N-3 shelves can be realized by the joint of the third and fourth friction element.
As shown in Figure 4, under the state that vehicle drives with the N shelves in step S300, transmission control unit 250 determines whether to detect the shift signal from the N shelves to the N-3 shelves in step S310.When the throttle opening consistent with car speed during more than or equal to the predetermined throttle aperture, then generate the shift signal from the N shelves to the N-3 shelves.
If transmission control unit 250 does not detect the shift signal from the N shelves to the N-3 shelves, then vehicle continues to drive with the N shelves in step S300.If transmission control unit 250 detects the shift signal from the N shelves to the N-3 shelves, then transmission control unit 250 begins to discharge the first friction element in step S320, and begins to engage the 3rd friction element in step S330.The joint of the release of the first friction element and the 3rd friction element can begin simultaneously.
Herein, the joint of the release of friction element and friction element begins to mean the hydraulic pressure that begins to control each friction element.That is to say that the hydraulic pressure that acts on friction element that begins to mean that friction element discharges is reduced to " 0 " gradually or rapidly, the beginning that friction element engages means that then the hydraulic pressure of friction element is increased to resultant pressure gradually or rapidly.
When the joint of the release of carrying out the first friction element and the 3rd friction element, transmission control unit 250 determines whether to reach the first gear shift synchronous point in step S340.As shown in Figure 5, when current velocity ratio is identical with the first predetermined transmission ratio, can reach the first gear shift synchronous point, and the first predetermined transmission ratio can be the velocity ratio (being the N-1 shelves herein) of middle bay.Middle bay is the gear that the moment of torsion transmission can be minimized in the gearshift procedure.
If do not reach the first gear shift synchronous point in step S340, then transmission control unit 250 continues to carry out the release of the first friction element and the joint of the 3rd friction element.If reached the first gear shift synchronous point in step S340, then transmission control unit 250 is finished the release of the second friction element in step S350, and begins the joint of the 4th friction element in step S360.That is to say that the hydraulic pressure of the second friction element is reduced to rapidly " 0 ".
Next, transmission control unit 250 determines whether to reach the second gear shift synchronous point in step S370.As shown in Figure 5, when current velocity ratio is identical with the second predetermined transmission ratio, can reach the second gear shift synchronous point, and the second predetermined transmission ratio can be 30% of N-3 shelves velocity ratio.
If do not reach the second gear shift synchronous point in step S370, then transmission control unit 250 continues to carry out the joint of the 4th friction element.If reached the second gear shift synchronous point in step S370, then transmission control unit 250 is finished the joint of the 3rd friction element in step S380.That is to say that the hydraulic pressure that acts on the 3rd friction element is increased and is resultant pressure.
Next, transmission control unit 250 determines whether to reach the 3rd gear shift synchronous point in step S390.As shown in Figure 5, when current velocity ratio is identical with the 3rd predetermined transmission ratio, can reach the 3rd gear shift synchronous point, and the 3rd predetermined transmission ratio is identical with N-3 shelves velocity ratio.
If do not reach the 3rd gear shift synchronous point in step S390, then variable-speed controller 250 continues the hydraulic pressure of the 3rd friction element is increased to resultant pressure.If reached the 3rd gear shift synchronous point in step S390, then transmission control unit 250 is finished the release of the first friction element in step S400, and finishes the joint of the 4th friction element in step S410.That is to say that the hydraulic pressure that acts on the first friction element is lowered to " 0 ", and the hydraulic pressure of the 4th friction element is increased to resultant pressure.
Next further specifically describe the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention with reference to Fig. 5.
Fig. 5 demonstrates the according to embodiments of the present invention plotted curve of control hydraulic pressure, input speed and the output speed of the exemplary gear-shifting control method of automatic transmission.
For the convenience of better understanding and describing, with the gear shift of describing from 6 grades to 3 grades.Yet the present invention is not limited to from 6 grades to 3 grades gear shift, but can be applicable to all gear shift from the N shelves to the N-3 shelves, for example from 5 grades to 2 grades gear shift.
In the automatic gearbox gear shifting controlling method of the exemplary embodiment according to the present invention, an example of the first, second, third and the 4th friction element has been described in table 1.
[table 1]
| The first friction element | The second friction element | The 3rd friction element | The 4th friction element |
| Second brake | First clutch | Second clutch | The first break |
As shown in Figure 5, under the state that vehicle drives with the N shelves, the shift signal that transmission control unit 250 receives from the N shelves to the N-3 shelves, and begin the release of the first friction element and the joint of the 3rd friction element.That is to say that the hydraulic pressure of the first friction element reduces, and the hydraulic pressure of the 3rd friction element remains on preparation pressure after increasing to precharge pressure (pre-charge).The hydraulic pressure of the first friction element reduces or increases with slope separately, thereby prevents the rapid variation of turbine trip speed slope.That is to say, control the slope of secondary speed by the hydraulic pressure of controlling the first friction element.In addition, the release of continuous control the first friction element, until finish gear shift from the N shelves to the N-3 shelves, so the middle bay between N shelves and the N-3 shelves (N-1 shelves) can not be realized.If bay (N-1 shelves) in realizing, then the driver will feel from the N gear shift to bay (N-1 shelves) and therefrom gear shift to the dual gear shift sense of N-3 shelves.Therefore, the gear shift of control from the N shelves to the N-3 shelves, thereby so that the turbine trip speed of bay but bay in can not realizing in can realizing.
Afterwards, transmission control unit 250 determines whether to reach the first gear shift synchronous point.When current velocity ratio is identical with the first predetermined transmission ratio, can reach the first gear shift synchronous point, and the first predetermined transmission ratio can be identical with the velocity ratio of middle bay (N-1 shelves).In addition, middle bay (N-1 shelves) is the gear that the moment of torsion transmission can be minimized in the gearshift procedure.If the present invention is applied to from 6 grades to 3 grades gear shift, then middle bay is 5 grades.
If reached the first gear shift synchronous point, then transmission control unit 250 discharges the hydraulic pressure of the second friction element fully and begins the joint of the 4th friction element.That is to say that the hydraulic pressure of the second friction element is reduced to rapidly " 0 ", thereby so that hydraulic control is more prone to and do not realize middle shelves.In addition, the hydraulic pressure of the 4th friction element remains on preparation pressure after increasing to precharge pressure rapidly.
Afterwards, transmission control unit 250 determines whether to reach the second gear shift synchronous point.When current velocity ratio is identical with the second predetermined transmission ratio, can reach the second gear shift synchronous point, and the second predetermined transmission ratio can be 30% of N-3 shelves velocity ratio.If reached the second gear shift synchronous point, then the joint of the 3rd friction element is finished in speed Control unit 250.That is to say that the hydraulic pressure of the 3rd friction element increases to resultant pressure with constant slope.
Afterwards, transmission control unit 250 determines whether to reach the 3rd gear shift synchronous point.When current velocity ratio is identical with the 3rd predetermined transmission ratio, can reach the 3rd gear shift synchronous point, and the 3rd predetermined transmission ratio can be N-3 shelves velocity ratios.
If reached the 3rd gear shift synchronous point, then transmission control unit 250 is finished the release of the first friction element and the joint of the 4th friction element.That is to say that the hydraulic pressure of the first friction element is reduced to " 0 " with constant slope, and the hydraulic pressure of the 4th friction element increases to resultant pressure with constant slope.
As shown in Figure 7, if exemplary embodiment is carried out gear shift according to the present invention, then the variation of the smooth-going increase of turbine trip speed and output torque is little.Therefore, can improve the gear shift sense.
As mentioned above and since when the gear shift of carrying out from the N shelves to the N-3 shelves N shelves and the N-3 shelves bay do not realize, so can improve the gear shift sense.
In addition, owing to only control the slope of turbine trip speed by the release of controlling the first friction element, so can promote hydraulic control.
Although by thinking that in conjunction with current practical exemplary embodiment described the present invention, will be recognized that the present invention only is limited to the embodiment that discloses; On the contrary, the invention is intended to cover different modifications and the equivalent form of value within the spirit that is included in appended claim and the category.
Claims (6)
1. the gear-shifting control method of an automatic transmission, the method control be from being engaged the N shelves realized to the gear shift that is engaged the N-3 shelves of realizing by the third and fourth friction element by the first and second friction elements,
Releasing after the release that is formed in the first friction element begins of the second friction element wherein, and
After the joint that the joint of the 4th friction element starts from the 3rd friction element begins, and
Wherein the joint of the 3rd friction element is finished after the release of the second friction element is finished.
2. gear-shifting control method as claimed in claim 1, wherein the first gear shift synchronous point that is released in of the second friction element is finished, and wherein reaches the first gear shift synchronous point when current velocity ratio is identical with the first predetermined transmission ratio.
3. gear-shifting control method as claimed in claim 2, wherein the first gear shift synchronous point that is bonded on of the 4th friction element begins.
4. gear-shifting control method as claimed in claim 2, wherein the second gear shift synchronous point that is bonded on of the 3rd friction element is finished, and wherein reaches the second gear shift synchronous point when current velocity ratio is identical with the second predetermined transmission ratio.
5. gear-shifting control method as claimed in claim 2, wherein the 3rd gear shift synchronous point that is bonded on of the 4th friction element is finished, and wherein reaches the 3rd gear shift synchronous point when current velocity ratio is identical with the 3rd predetermined transmission ratio.
6. gear-shifting control method as claimed in claim 1 wherein, is controlled the hydraulic pressure of the first friction element, thus the slope of control turbine trip speed.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2007-0116626 | 2007-11-15 | ||
| KR1020070116626 | 2007-11-15 | ||
| KR1020070116626A KR100969366B1 (en) | 2007-11-15 | 2007-11-15 | Shift control method of automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101435505A CN101435505A (en) | 2009-05-20 |
| CN101435505B true CN101435505B (en) | 2013-05-29 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN2007103068557A Active CN101435505B (en) | 2007-11-15 | 2007-12-20 | Shift control method of automatic transmission |
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| Country | Link |
|---|---|
| US (1) | US7850573B2 (en) |
| JP (1) | JP5364920B2 (en) |
| KR (1) | KR100969366B1 (en) |
| CN (1) | CN101435505B (en) |
| DE (1) | DE102007061018B4 (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4760631B2 (en) | 2006-09-08 | 2011-08-31 | トヨタ自動車株式会社 | Control device for automatic transmission, control method, program for causing computer to realize the method, and recording medium recording the program |
| KR100969365B1 (en) * | 2007-11-15 | 2010-07-09 | 현대자동차주식회사 | Shift control method of automatic transmission |
| US20100209892A1 (en) * | 2009-02-18 | 2010-08-19 | Gm Global Technology Operations, Inc. | Driving skill recognition based on manual transmission shift behavior |
| US8137241B2 (en) * | 2009-08-03 | 2012-03-20 | GM Global Technology Operations LLC | System and method for automatic transmission shift control |
| US8323150B2 (en) | 2010-05-04 | 2012-12-04 | GM Global Technology Operations LLC | Quick skip-at-sync control system and method |
| KR101337701B1 (en) | 2011-10-18 | 2013-12-06 | 주식회사 현대케피코 | Shift control method of automatic transmission |
| KR101905916B1 (en) * | 2012-12-11 | 2018-10-08 | 현대자동차주식회사 | Sync-start searching method for automated manual transmission |
| KR101459473B1 (en) * | 2013-08-30 | 2014-11-10 | 현대자동차 주식회사 | Method for controlling shift of automatic transmission in vehicle |
| CN104329456B (en) * | 2014-10-09 | 2016-08-17 | 盛瑞传动股份有限公司 | A kind of shift control method and system |
| KR101637274B1 (en) * | 2014-11-19 | 2016-07-07 | 현대자동차 주식회사 | Shift control method of automatic transmission and shift control apparatus using the method |
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| CN101000094A (en) * | 2006-01-13 | 2007-07-18 | 丰田自动车株式会社 | Control unit and method for vehicle |
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- 2007-11-15 KR KR1020070116626A patent/KR100969366B1/en active IP Right Grant
- 2007-12-18 DE DE102007061018A patent/DE102007061018B4/en active Active
- 2007-12-20 CN CN2007103068557A patent/CN101435505B/en active Active
- 2007-12-28 US US11/966,268 patent/US7850573B2/en active Active
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2008
- 2008-07-18 JP JP2008186621A patent/JP5364920B2/en active Active
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| CN1157229A (en) * | 1995-10-18 | 1997-08-20 | 易通公司 | Skip shift selection control system and method |
| US6270444B1 (en) * | 1999-11-01 | 2001-08-07 | Aisin Aw Co., Ltd. | Shift control apparatus for automatic transmission |
| US6626786B2 (en) * | 2000-12-28 | 2003-09-30 | Aisin Aw Co., Ltd. | Speed shift control apparatus of automatic transmission |
| US6997843B2 (en) * | 2001-09-28 | 2006-02-14 | Jatco Ltd | Shift control apparatus for automatic transmission |
| US6832976B2 (en) * | 2002-05-17 | 2004-12-21 | Aisin Aw Co., Ltd. | Shift control apparatus for automatic transmission |
| US6955629B2 (en) * | 2002-05-20 | 2005-10-18 | Aisin Aw Co., Ltd. | Shift control apparatus for an automatic transmission |
| CN101000094A (en) * | 2006-01-13 | 2007-07-18 | 丰田自动车株式会社 | Control unit and method for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101435505A (en) | 2009-05-20 |
| DE102007061018B4 (en) | 2013-12-12 |
| JP5364920B2 (en) | 2013-12-11 |
| DE102007061018A1 (en) | 2009-05-20 |
| US20090131221A1 (en) | 2009-05-21 |
| JP2009121672A (en) | 2009-06-04 |
| US7850573B2 (en) | 2010-12-14 |
| KR20090050275A (en) | 2009-05-20 |
| KR100969366B1 (en) | 2010-07-09 |
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